Brake-controlling valve mechanism



Jan. 29,

- W. L. COOP BRAKE comaonnme vALvamEcHwIsu Filed Nov. 35, 1925 AT ORNEY11 mr., a ate-cred den. 4.

STATES 1,700,283 rarnN OFFICE...

WILLIAM L. C091 0F DETPQOTT, MICHIGAN, ASSIGNOR TO CONTINUOUS TRAIN CON-TEOL COEFORATEON, 013 DETROIT, MIOHIGAN, A CORPORATION OF MICHIGAN.

BRAKE-GONTROLLING VALVE MECHANISM.

Application filed November 25, 1925. Serial No. 71,335.

This invention relates to train control systems whereby electro-magneticwavesare propagated in the rails of each block into which the crack isdivided and include means whereby the wave lengths are determined by theoccupancy of the track ahead, which systems further comprise loopcollector coil circuits onthe locomotive for picking up suchelectro-i'nagnetic waves and utilizing them for the purpose ofpermitting or obstructing the How of current tl'irough electron tubes onthe locomotives and of relays controlled by such currents to govern theoperation of clectr pneumatic valves connected to the air brake systemsof the locomotives.

This invention consists of automatic brake controlling va ve mechanismconnected to the train li c pipe and normally controlled by anelectro-pneumatic valve and a forestalling key, and electrical circuit-sbetween g said key and the clectro-pncun'iatic valve whereby the lattermay receive electrical energy to prevent the operation of thebrakecontrolling valve mechanism; said automatic valve mechanism beingconstructed to release the train pipe air pressure to a predetermineddegree unless the torestalling key is actuated within a predeterminedtime, such air pressure release occurring notwithstanding the additionof air to the train line pipe during such release.

It further consists of the details of construction illustrated in theaccompanying drawing and particularly pointed out in the claims.

The air brake mechanism constituting the present inven ion is designedto be used in connect-ion with instrumentalities on the locomotive whichare controlled by electromagnetic waves flowing in the track rails overwhich the locomotive is passing, and attention called to the Thomas E.Clark Patent- No. 1,262,637, dated'April 16,1918, which showspropagating mechanism for (lG1'l l'()lIl{1gZlGblC waves attached to theexit ends of the blocks into which the track is divided. Eachinstallation is controlled by the next installation ahead and functionsto propagate current of one wave length, say 8000 meters, when theconditions of the block of track pertaining to such installation are forsafety or clear, and current of another wave length, say 6000 meters,when the conditions such block are for danger. Any

other desired means may be en'iployed to propagate such currents underclear and danger conditions.

The track installations adapted to the present train control devices areof such power and wave lengths that only a limited length of tr ck atthe exit end of each block is energized by these installationssufficiently to affect the instrumentalities on the locomotive. Theseinstrumentalities are not affected While passing over the remainders ofthe blocks.

The locomotive instrumentalities embody two collector coils 100 and 101,one for each wave length mounted on the locomotive where they can beinfluenced by the lines of force of such electro-magnetic waves. Theseconnect to two electron tubes 102 and 103 which have the usualcharacteristic that when negative potential accumulates in the rids, theflow of electrons from the filaments to the plates is interrupted andtherefore substantially stops the flow of current in the plate circuits.These plate circuits embody relays normally energized by the flow of thecurrent in the plate circuits.

I prefer to use a two-voltage generator 10% which may be driven in anydesired manner. The common wire to this generator for both voltages isthe heavy wire 105. When the coil 101 cuts lines of force of a currentin the rails of say 16,000 meters wave length, electro-magnetic currentflows from this coil over wire 106 to the grid of tube 103, the gridleak 107 connecting this wire with the return wire 109, the usualcondenser 108 being connected into this circuit, which may be tuned tothe desired wave length by the adjustable condenser 110. The heatingcircuit for the filament of this tube is from the generator 104 over thewire 112, resistance 113, which reduces the voltage from say 32 to 12volts, wires 114:, 115 and 116, filament of tube 102, wires 117, 109 and118, filament of tube 103, wire 110, adjustable resistance 120 to commonwire 105.

The reason for passing this current over the wires 115, 116, 109 and 118is to cut out the current to both filaments should either of the coils100 and 101 be broken through condenser 12 1 and wires 125, 114i and115. 'lhe grid condenser 126 and grid leak 12? serve to impose negativepotential on the grid of tube 102. \Vhen the grid ot tube 103 hassuliicicnt negative potential to obstruct the {low of the plate circuit,insulticient currenttlows to the relay 128 over the common wire 105,adjustable resistance 120, wire 11%), filament to'plate in tube 103, andwire 132 to this relay, from which current would normally flow over wire130, armature 128 and wire 129 to the high voltage side at thegenerator.

But as this circuit is interrupted because of lack of suii'icicntcurrent to energize this relay, its armature a completes the followingcircuits for the red lamp it: from the common wire 105, wire 131,arn'iature 128, wire 133, relay 134: and wires 185 and 11st to thegenerator. This now energised relay 134i attracts its armatures and thecircuit from common wire 105, armature 13st", wire 186, lamp it andwires 138 and 1.12 is established, a resistance 130 being provided toprotect the low voltage lamps.

'lhorefore when the coil 101 Jicks u c 11- l P 1 rent, the red lamp Rburns in the cab.

Should the coil 100 pick up current, then the tube 102 would passinsutlicient plate currentand the relay 140 would be de-energized, and acircuit consisting of the common wire 105, wire 1 12, armature 1 10,wire 14:3, green lamp G, and wires 138 and 112 would be completed. T 1egreen lamp G therefore burns during only the interval that thelocomotive is passing over the section of track in which the clearcurrent is found. The red light, however, when it starts burning, keepson burning until the coil 100 picks up clcar current from an energizedsection at the exit end of a next block, and this results from thecircuit of its relay 131- being closed through the armature 1 10, wirearmature r wire relay 134:, wires .1-1; and 112. But when the relay1401mcomes ie-energized by reason ot the coil 100 picking up current,this circuit to relay 18% is opened andv the red lamp ceases to burn. Nocurrent will pass to this red lamp until the coil 101 again picks upcurrent.

1111. clcctro-pucumatic valve is employed to control the operation orthe air brakes and consists of a body 57 having a series of sup unu osmlchambers. A magnet 160 is mounted in the upper chamber and has lead Wlls 1(31 and 162, and this magnet, when energized. draws down the armature163 and the stem 16 1, which carries the valve 165 which norn'iallycloses the passage between the chan'ibcr 16b to which the pipe 167connects, andv the chamber 168 which has a relief passage 169. Thesecond valve 170, on this stem, normally opens the passage between thechamber 166 and the chamber 171 to which the pipe 172 connects.

The pipe connects to the main ai: reservoir and the airpressure withinthe chamber 171 together with the small spring 113 a e suiiicient tohold the valve 170 onto its unless the magnet is energized to hold d wnthis valve and the stem. lhe pipe it? connects to the brake controlmechanism which is held inv normal position, as will be described lateron, by the pressure of air from the main reservoir, through pipe 172 and167. But when the magnet is de-energized, the valve 170 closes thepassage be tween these pipes and the control air escapes through therelief passage 169.

So long as relay 128 is energized, current flows to the magnet of thisvalve 9 over common wire 105, wire 131, armature 128 wire 1 l5,lorestalling key 146, and wire 162, and from the valve 9 over wires 161and 112 to the generator. But when the coil 101 picks up current and therelay 128 is de-energized, this circuit opened and the connectionb-ctween pipes 167 and 172 is closed, which will result in the settingof the air brakes unless torestalled by the depression of the key 146,which ten'iporarily closes a circuit from the relay 128 over wires 130and 147, depressed key 146, wire 148, a pressure controlled switchEEG-37 to be explained later on, and wires 1&9 and 129. This switch36-8? is normally closed and the depression of the key 1&6 willtherefore cause the relay 128 to be re-energized, in which position itscircuit will be maintained as heretofore described until the coil 101again picks up danger current.

In the ordinary air brake system installed on many ot the locomotives inuse in this country, two manually operated brake control valves 1 and 1and an air operated. distributing valve 3 are employed. The valve 1connects to the pipe 2 w iich in turn connects to the train pipe 15 and'ts function is to release the air in this pipe 2, which re sults in theapplication of the train brakes, to admit air to this pipe from the mainpressure tank which results in the release of the train brakes and tocontrol the action of the distributing valve 3 whose function is toapply and release the locomotive brakes simultaneously andproportionatcly to the action of the train brakes.

The independent valve at i'uncti admit air from the main pressure tanklocomotive air pipe (not shown), which results in the application ot thelocmnotivc brakes, independently of the train brakes, and to release thepressure on this air pipe releases the locomotive brakes independentlyof the train brakes, which may be desirable when a heavy train is on adown grade and the engineer wishes to save his locomotive brakes whilestill using his train brakes.

The distinction between the valves 1 and 1 is primarily that when valve1 releases til) the pressure on the train pipe, the brakes are applied,but when valve 1 releases the pressure on its air pipe, the brakes arereleased. On the other hand, an increase of pressure on the train pipereleases the train brakes but pressure applies the locomotive brakes. Asthe two valves are interconnected, it is evident that leakage of trainvpipe pressure at the valve 3 to the valve 1 may cause application of thelocomotive brakes. In order to prevent this, a manin ally operated cockwas provided to p ;-.rmit escape of any such pressure in the locomotiveair pipe to the valve 1 and the open air, and this cock was closed whentwo locomotives operated together as doubleheader, in which case thebrakes of one locomotive had to be under the control of the engineer ofthe other. This leakage during double-heading would be watched andreleased by the second engineer.

hen the valve 1 was in brake-release or running position and the cockwas open, this leakage escaped through that valve, but when this valvewas in brake-applying or lap position, the escape was prevented so thatthe locomotive brakes would be appliei by the action of the distributorvalve 3. Theoretically, such leakage should not occur, but in actualpractice it is sufficient to require the cock above mentioned.

In the present system, I have substituted an air operated valve 7 forthe cock above mentioned for the reason that an application of thebrakes because of the operation of the automatic train control systemshown in the drawing may occur when the valve 1 is in running position,in which event no application of the locomotive brakes would resultunless the bypass provided for this leakage is closed. The open stopcock would therefore prevent the application otthe locomotive brakes.The air operated valve 7 therefore is open during normal operation ofthe locomotive but closed dur ing the operation of the automatic traincontrol system. The construction and operation of the distributor valve8 and its relation to the above described mechanism is fully set forthin U. S. Patent No. 1,66%,836 granted Apr. 3, 1928, to C. B. Stone andneed not be repeater.

As above explained, when the coil 101 picks up danger current, themagnet 160 becomes de-cnergized and the pipe 107 is connected to therelief vent 169. The spring 13 will therefore press the valve 12 againstits seat 14. As soon, however, the magnet 160 is re-energized, air underpressure will flow from the pipe 172 past the valve 170 through pipe 167to the space above the piston 10 and open the passage between the pipe 6and the automatic valve 3.

The brake-control mechanism shown in cylinder 24 Below this chamber iscross section at the middle of: the drawing embodles a valve chamber 20with a slide valve 21 therein connected to a stem 22 which is shdable bya p1ston 23 111 the rah a second cylinder 25 containing a piston 26connected to a stem 27 carrying the valve 28 which normally engages aseat 29 forming part of the chamber 30. Below the chamber 30 is anothercylinder 32 in which the IDlSLOTl 33 is slidable, being normally held upby the spring 341 on the stem 35, and this stem carries an archedelectrical contact 36 normally engaging the contact blocks 37 and 37 Thewires 1 18 and 149 connect to the contacts 37 and 3? respectively. Thecap 38 protects this switch.

The drawing shows the piston and valve 21 just after the pressure in theouter end oi? the cylinder 2 1 has been reduced because of the magnet160 being deenergized, the valve 170 closing the passage be tween thepipes 167 and 172 and the small valve 165 opening the passage from thepipe 16'? to the vent 169. This movement of the valve 21 is caused byair flowing from train pipe 15 through passages 10 and 4:1 and ac ing ona second piston 42 on the stem 22.

lVhile the valve 21 was in its normal positron against the shoulder 31,air under train pipe pressure flowed from the chamber 20 through theport 13 in the valve 21, through the passage 41 1 to the upper end ofthe cylinder 25, through the passages 15 and 16 and pipe 47 to the low rchamber of the valve body 49. From this chamber, air flows through pipe50 to the tank 51.

At the same time the small valve 5?) was held ofi its seat in the smallchamber 5 1 at the end of the main valve chamber 20 by the valve 21, thestem of the valve 53 lwing loose in its support and permitting a slowflow of air from this chamber 20 to the control tank 55 through pipe 56and into the upper chamber 57 of the valve 19.

A smaller flexible diaphragm 59 and a larger flexible diaphragm 80 aremounted in the valve body 49 and support the valve 62 whichnormally'opens the vent to the pipe 63 which connects to a passage 64opening into the space 6? below the valve 21. I

When the valve has reached the position shown, the spring 68 forces thesmall valve 58 onto its scat, preventing leakage from the tank 55 whichretains normal train pipe pressure. The valve 21 by means of its port 67connects the passage 61 and pipe 63 to the whistle 68, and air flowsfrom above the piston 26 and from the tank 01 through the pipe 63 tothis whistle. The reduction of air pressure above the piston 26 isrendered slow by this tank 51. l Vhen the downward air pressure on thepiston 26 and stem 27 falls to less than the upward air pressurethereon,.the piston and valve till will. rise and air :l'rom the trainpipe will rush down into the chamber 32, depressing the piston 33 andescaping through the holes 70. At the same time the contacts 36 and 3?separate, opening the forestallingdrey eir cult.

So long, therefore, as the pressure above the piston 26 is at not lessthan a certain ratio to the train pipe pressure, the circi 1' betweenthe reinstalling; key and the vaixe 9 may be closed and the engineern'iay pro vent the application ot the brek 1; thereby, the circuit tothe electro pneLunatic valve 9 being established as above described.

But it the engineer delays depressing his forestalling key until the airpressure above the piston 26 is sulliciently reduced to permit the airpressure below it to raise it and the valve 28, the rush on? airdownward opens the switch between the wires 148 and 1.419 and bolts thisswitch oven until the air pressure on the train line is sullieientlyreduced to cause an application ot the air brakes, and al so until. thevalve 1 is brought to lap or brake application position. Should theengineer feed air into the train pipe in an endeavor to release thebrakes, such added air would assist in holding the valve 28 open, but ithe assists in red cingr this train pipe pressure, the valve 28 willclose earlier.

The upper diaphragm 59 of valve 49 is always under initial train pipeair pressure. Vt hen the pressure aiove the piston 26 and.

' below the diaphragm 60 has fallen so that the total pressure below thediaphragm 60 is less than the total pressure above h diaphragm 59, thevalve 62 closes and prevents further reduction, which results i1; thepiston 26 forcingt 28 to its seat,

no valve provided, of course, the valve 1 is la; position. The piston 33then lifted by 1. 4 springand the contacts and 3'? enpwege to close theforestallingdmy circuit, that the engineer can reset the relay 128 ashetero LlfiSCllbPd.

The details of construction of this bral': controlling valve moon "1 n,the proporti of its parts and the pip connections may be changed bythose skilled in the art with out departing ti-om the spirit of myinvention as set forth in the following claims.

I claim- 1. In an air braire system for railway trains embodying anelectrically controlled valve adapted to be energized upon thedepression of a torestalling key to prevent the application of thebrakes and circuits therefor, the combination of an automatic valve bodyconnected to the train line pipe and embodying a valve operable by thetrain pipe pressure to release the pressure within said pipe, said valvebeing normally held closed while the electrically controlled valve isenergized, and means operable by the air escaping from the train pipe toopen the circuit between said key and electrically operated valve.

In an air brake system for railway trains embodying an electricallycontrolled valve adapted to be energized upon the defr tien of anautomatic valve body embodying a cylinder and piston therein and a valveconnected to said piston, said cylinder connecting to the main pipe ofthe brake system, the pressure within. the cylinder on both sides of thepiston l' eing normally that within the train pipe, means to release thepres sure above the piston upon the de-energization of said electricallycontrolled valve to permit the piston and the valve attached thereto torelease the train pipe pressure. and a switch operating mechanismadapted to be actuated by the air escapin from the train pipe to openthe circuit to said lorestalling key. 7 a

3. in an air bra re iystem embodying an lectro-pneumatic valve adaptedto be enerzed upon the depression of a forestalling key and a circuitbetween the key and valve, an automatic valve connected to the trainpipe and. normally controlled by the electroneumatic valve to permit theescape of train pipe pressure when the clectro-pneumatic valve is 13-ene fixed, and means operable by the escapi' when the train pipepressure has fallen a predetermined amount to open the circuit betweenthe key and elec trogmcnmatic valve to prevent it from. obstructing theautomatic application of the brakes.

4t. ln an air brake system for railway trains embodying anelectro-pneumatic valve to cause or prevent the automatic application ofthe brakes according to electric currents picked up from the rails, areinstalling key and acircuit adapted to be closed thereby whereby thev2 ve may be energized to prevent such illJllllCllilOn, an automaticvalve embodying a pressure chamber, a tank connected thereto containingair under normal train pipe iressure, means controlled by saidclectre-pncuuiatic valve to relieve the pres sure in'said tank :r dchamber, a train pipe mete-ail to said automatic valve, means in saidautomatic valve to permit the discharge of the press in said train pipewhen the pro-sure in the tank has decreased a predetermined (le rce, andmeans operated by the iii escaping; on: the train pipe to open thecircuit between said key and electrorinatic valve to render theelectro-pneu- 1c valve inoperative to prevent applicaot the brakes. inan air brake system for railw y trains embodying; an electro-pneumaticval'e to cause or prevent the automatic application of the brakesaccording to electric currents in the rails, an automatic valve bodyembodying ssion oi a torestalling key, the combinaa cylineer, a pistontherein and passages in said valve body to carry train pipe pressure onthe inner side of said piston, a train pipe connected to the cylinder onthe outer side of said piston, a valve connected to said piston andadapted to open a passage for the release of pressure from the trainpipe, means controlled by the electro-pneumatic valve to release thepressure on the inner side or the piston or to prevent such release topermit or prevent the opening o1 such valve, and means operated by theair escaping from the train pipe to render said'electropneumatic valveinoperative until the brakes are applied.

6. in an air brake system for railway t ,ins embodying anelectro-pneumatic valveto cause or prevent the automatic application oithe brakes according to electric currents in the rails, an automaticvalve body embodying a cylinder, a piston therein and passages in saidvalve body to carry train pipe pressure on the inner side of saidpiston, a tr in pipe connected to the cylinder on the outer side of saidpiston, a valve connected to said piston and adapted to open a passagefor the release of pressure from the train pipe, means controlled by theelectro-pneumatic valve to release the pressure on the inner side;

oi the piston or to prevent such release to permit or prevent theopening of such valve, and means operated by the air escaping from thetrain pipe to render said electro-pneumatic valve inoperative until thebrakes are applied, said means embodying" an electric switch andenergizing circuits to said valve which are opened by said switch.

7. in an air brake system for railway trains embodying anelectro-pneumatic valve to cause or prevent the automatic application ofthe brakes according to electric currents in the rails, an automaticvalve body embodying a cylinder, a piston therein and passages in saidvalve body to carry train pipe pressure on the inner side oi said piston, a train pipe coi'mected to the cylinder on the outer side oi? saidpiston, a valve connccled to said piston and adapted to open a pzrisagre:i'or the release of pressure from the train pipe, a slide valve andpassages controlled thereby to release the pressure on the inner sideoithe piston or to prevent such release to permit or prevent the openingof such valve, and means operated by the air escaping from the trainpipe to render said electro-pneumatic valve inoperative until the brakesare applied.

8. in an air brake system for railway trains embodying an elecire-pneumatic valve to cause or prevent the automatic appli ation ef'thebrakes according to electric currents rails, an automatic valve bodyembodying a cylinder, a piston therein and passages in said valve bodyto carry train pipe pressure on the inner side of said piston, a trainpipe connected tot-he cylinder on the outer side of said piston, a valveconnected to said piston and adapted to open a passage tor the releaseof pressure from the train pipe, means controlled by theelectropneumatic valve to release the pressure on the inner side of thepiston or toprevent such release to permit or prevent the opening ofsuch valve, means operated by the air escaping; from the train pipe torender said electro-pneumatic valve inoperative until the bralres areapplied, and means connected to said cylinder on the inner side of saidpiston to supply air pressure thereto to force said valve onto its se twhen the train pipe pressure is reduced at predetermined degree.

9. [in air brake system for controlling railway trains embodying anelcctro-pneumatie valve adapted to be energized to prethe reduction oftrain pipe pressure which causes application of the brakes, an automaticvalve body to which the train pipe is connected, a pressure chamber andmovable means therein to normally prevent the escape oi the air in thetrain pipe, a valve to iermit the escape of the pressure in said chamberto cause the escape of train pipe pressure, a valve body and a pair ofdiaphragms therein or different sizes, and a valve connected thereto tocause stopping of such escape of train pipe pressure when such pressurehas dropped a predetermined degree by preventing further escape ofpressure from said pressure chamber.

10. In an air brake system for railway trains, an electricallycontrolled, valve adapted to be energized to prevent the application ofthe brakes, an electric-circuit for said valve, an automatic valve bodyconnected to the tr in pipe and embodying a valve operable by train pipepressure to release the pressure within said train pipe, said valvebeing normally held closed while the electrically controlled valve isenergized, and means operable by the air escapin from the train pipe toopen said circuit to the electrically controlled valve.

11. In an air b system for railway rains embodying a train pipe forcompressed air which acts as the medium to prevent application of thebrakes, an automatic valve body connected to the train pipe andembodying a valve operable by train pipe pressure to release the pressurwithin said train pipe, lectrically energized means to cause the valveto retamsaid pressure, and

an electrical circuit therefor, and means operated by the air escapingfrom the train pipe when said valve 1S opened to open said electrical.circult.

WILLIAM L. eoor.

